Like, one appendix is bad, well now you have a whole bunch of them. It’s like having a whole bunch of expensive appendices. It’s “expensive” and “unnecessary,” and “anyone relying on lidar is doomed. Volvo smartly combines a specific, relatively predictable domain, highways, and capable lidar technology.Īt Tesla’s Autonomy Investor Day presentation, the ever-iconoclastic Musk dismissed lidar in terms reminiscent of those he uses to describe hydrogen fuel cells. The promised robotaxis will need to tightly restrict its use to geography and other conditions (or operational design domain, if you want to get geeky). In other words, Level 3 for all kinds of conditions - from cities to suburbs to highways - is taking on too much. Our view is that by isolating the domain to particular sets of highways, which we can control and verify, we believe that’s the safe entry into autonomous technology and autonomous experience for users. We are saying that for a particular stretch of highway, we are aiming for an unsupervised experience. Henrik Green, Volvo’s chief technology officer, told the Verge: This week, Audi announced giving up on putting hands-free self-driving technology on its next flagship A8 sedan. Level 3 autonomy, in which drivers can take their attention away from the road, has proven elusive. The more sensors you have, the more knowledge you have. They don’t know much about how it’s also part of our pre-restraint system, which actually helps to set the safety belt. Then it turned out that it was also capable of actually activating the brakes.Įverybody knows about the safety of something that pre-brakes the car. That lidar sensor was developed primarily to give us information, pre-impact, about the severity of that crash. Lotta Jakobsson, a Volvo safety engineer, told me last year that the company first introduced lidar sensors in 2008, as part of its City Safety automated braking system. It introduced the three-point safety belt in 1959. Volvo has a long tradition of pioneering safety equipment well ahead of the competition. But Volvo believes that putting lidar in personal vehicles will help amortize the cost. For us, a safe introduction of autonomy is a gradual introduction. Over time, updates over the air will expand the areas in which the car can drive itself. At that point, your Volvo takes responsibility for the driving, and you can relax, take your eyes off the road, and your hands off the wheel. Soon, your Volvo will be able to drive autonomously on highways when the car determines it is safe to do so. Henrik Green, chief technology officer at Volvo Cars, said: Long-distance perception is usually provided by radar, but lidar’s capability provides more detail about highway road conditions. Volvo will rely on Luminar, which focuses on long-distance vision, for its lidar technology. In 2018, Volvo invested in Luminar, one of nearly 200 lidar companies that emerged in recent years. It will also be offered in the next-generation XC90 SUV, which has a plug-in hybrid option. Volvo says it will offer “Highway Pilot” on its Scalable Product Architecture (SPA2), which will underpin the XC40 Recharge and Polestar 3 SUV. But Volvo believes lidar’s robust capabilities can be applied to millions of vehicles for hands-off highway driving. Today the company announced that it will equip its next-generation vehicles with lidar, an expensive sensor that has almost entirely been reserved for fleet-based robotaxis - not passenger cars.
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